Reconnoitering-aeroplane



Patented Dec. 2,1919.

4 SHEETS-SHEET I.

INVENTOR GLENN H .CURTISS A T TORNE V G. H. CURTISS.

RECONNOITERING AEROPLANE.

APPLICATION FILED MAR. 31. I916.

Patented Dec. 2,1919.

4 SHEETS-SHEET 2 INVENTOR GLENN HCUET I65 ATTORNEY G. H. CURTI SS. RECONNOITERING AEROPLANE.

APPLICATION FILED MAR. 31. 1916.

1,323,842. Patented Dec. 2,1919.

4 SHEETS-SHEET 3.

INVENTOE GLENN HCUETISS G; H. CURTISS.

RECONNOITE'RING AEROPLANE.

APPLICATION FILED MAR.3|.1916.

4 SHEETS-SHEET 4- INVENTOIZ GLENN rLCumlss.

ATTOEN EY UNITED STATES PATENT OFFICE.

GLENN II. CURTISS, OF BUFFALO, NEW YORK, ASSIGNOR TO CURTISS- AEROI'LANE AND MOTOR CORPORATION, A CORPORATION OF NEW YORK.

RECONNOITERING-AEROPLANE.

Specification of Letters Patent.

Patented Dec. 2, 1919.

Application filed March 31, 1916. Serial No. 88,088.

To all whom it may concern Be it known that I, GLENN H. Cuirriss, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and .useful Improvements in Reconnoitering- Aeroplanes, of which the following is a specification.

My invention relates to hezwieuthan-air flying machines and more particularly to aeroplanes of the high speed reconnoitering type.

It is essential for high speed work that the machine be well balanced, freed in so far as practicable, from head resistant surfaces or formations, and effectually streamlined throughout. The second and last essentials make directly for increase in rate of travel while the first essential indirectly produces the same result in that the machine is more responsive to its various controls and its directional changes are obtained with greater efficiency and with a relatively increased speed. My invention is possessed of these speed characteristics to a marked degree and yet its structural form is such that the body supporting planes possess the highest or at least the requisite strength. Such characteristics are of the utmost importance in military aeroplanes designed primarily for scout duty since it is incumbent upon the scout machine to outdistance an armed enemy aircraft in the event of aerial attack.

To secure high speed without an increase in propelling power, I propose to materially cut down the number of struts and braces; eliminate altogether the heretofore numerous wires. turnbuckles, etc.; and streamline the fuselage and each and every part of the machine extended therewithout. Such an improved and simplified arrangement of parts is not only possible but entirely practical when it is considered that a means is provided whereby the structural strength and rigidity of the machine is in no way re duced. A craft built according to my invention will travel at the very maximum possible speed and with the highest factor of safety attainable in the existing state of the aeronautical art. I

Many additional structural advantages conducive to the object sought will be more explicitly pointed out hereinafter.

In describing my invention in detail, reference will be had to the accompanying drawings wherein like characters of reference designate like or corresponding parts throughout the several views, of which;

Figure 1 is a side elevation of my improved scout machine;

Fig. 2 is a front elevation;

Fig. 3 is a top plan view;

Fig. 4. is a detail perspective view of the interwing struts and braces;

. Fig. 5 is an enlarged detail sectional view illustrating the manner in which the tension wires are made fast at one end to the wing beam;

Fig. 6 is a detail side elevation of the empennage of the craft;

Fig. 7 is a top plan view of the empenna-ge;

Fig. 8 is a detail elevation, partly in section and partly broken away. of one of the landing gear wheels and that portion of the .landing gear directly engaging with the landing gear axle. I

Fig. 9 is a transverse sectional, view partly in elevation. of that portion of the landing gear illustrated in Fig. 8;

Fig. 10 is a detail cross sectional view of one ofthe compression struts, and

Fig. 11 is a. detailsection of the stern post illustrating the opening therein through which the elevator control mechanism extends, and

Fig. 12 is a front elevation of a modification.

In the embodiment of my invention herein illustrated and by me considered preferred. the numerals 10 and 11 designate respectively the upper plane and'the lower plane of a biplane of the tractor type. The propeller denoted 12 is mounted at the forward end of the fuselage or body 13 of the craft and is equipped at its hub portion with a substantially frusto-conical hood or nosepiece let of a size in circumference approximating the circumference of the nose end of the fuselage to constitute in reality a forward prolongation thereof.

Immediately aft of the propeller 12 and- ,having itsfc ylinders arranged in angularly inclined banks to extend wlthout the fuselage at opposite sides of the longitudinal axis of the machine, it is to be understood that such an engine. is only preferred and forms no part of the invention hereinafter claimed. Such portion or portions of the engine as extend without the fuselage are streamlined in so far as practicable through the medium of hoods 16 arranged, one over each bank of projecting cylinders.

It will beobserved upon reference to Fig. 1 of the drawings that the fuselage or body of the craft is effectually streamlined from end to end and tapered at its forward end toconstitute a streamline nose. Intermediate the propeller and the propelling power plant 15, I locate the radiator 17 for the engine. In size and configuration, the radiator continues the streamline of the fuselage forwardly to a point in such proximity to the nose piecel l as to receive the full effect of a continuous blast of air directed rearwardly from the propeller .12. Mounted on the propeller shaft and inclosed b the nosepiece 14 is a fan 18 of a size an construction to effectually cool the radiator 17 by the air blast created thereby. The fan 18 acts in conjunction with the propeller 12 in imparting to the radiator; 17 a maximum cooling effect.

'By locating the propelling power plant 15 forwardly of the center of pressure and disposing thepilots cockpit 19'aft of the center of pressure, it is evident that I the weight of the Hot will materially'connterbalance and 0 set an otherwise unb a lanced structure. To minimize the headresistance in the vicinity of the cockpit, a windshield 20 of streamlined form (preferably cellu-v loid) is disposed in such relation to the cockpit as to protect that portion ofthe pilot (the head and face) necessarily extended without the fuselage. The fuselage immediately aft of the cockpit 19 is vertically enlarged or extended as indicated at 21 to aflord a streamlined prolongation of or rather to be in line with that portion of the pilot extended above the coaming of the "cockpit.

The seat for the pilot is designated 22 and indicated in dotted lines in Fig. 1.

To further reduce the head resistance in-- cident to flight, the number of 'struts and braces is reduced to a minimum and substantially all lift and drift wires and such like elements eliminated. The planes or supporting surfaces 10 and 11 are braced from end to end via the landing gear, designated as an entirety by the numeral 23, of the machine. The landing gear inthe embodiment here shown comprises a landing gear axle 24, hollow throughout; crossarranged, downwardly diverging forward chassis-struts 25 and diverging aft chassisstruts 26. Theforward chassis-struts 25 "are streamlined and extend forwardly at a slight. apgle to the vertical into the interior of the body of the machine that the landing.

gear axle 24 may be accordingly braced.

The struts 25 at one end engage with the axle 24 adjacent the terminals thereof and at their opposite end with the engine bed or support designated 27. The entire weight of the propelling power plant is thus imposed directly on the axle 24 at such points as are capable of receiving the greatest compression strains. As hereinbefore pointed out, the struts 25- cross interiorly of the fuselage and engage with the engine bed after the fashion indicated by the dotted lines in Fig. 2. This cross arrangement is conducive to greater strength and rigidity.

Theymay be joined at their point of crossing or intersect1on. 1

Landing gear wheels of a special construction and design, (to be hereinafter fully disclosed) are mounted, one at each end of the landing gear axle 24. The wheels are designated each as an entirety by the nu-- meral 28. Compression struts 29, and 30 are streamlined as a unit and as indicated at 31 and 32, the'filling whereby the streamline construction is obtained being inclosed and covered with a suitable fabric 33. The struts 29 and 30 are preferably hollow throughout. The strut construction just described is duplicated at each side of the machine as before suggested that the strains on the lower wing may be transmitted to the terminals of the landing gear axle 24.

Bolts 34: mounted at the terminals of the said axle to pass transversely therethrough and through the contiguous struts 29 and 30 serve to releaseably fasten the struts to the landing gear of the machine. The spread of the upper wing is materially greater than the spread of the lower wing. The upper wing 10, like the lower wing 11, is braced to the landing gear of the machine and from end to end via the lan din But two wing posts, each entirety by. the numeral 35 interconnect the wings, each post engaging the lower wing gear axle 24.

.11 in the vertical plane of the'compression struts 29 and 30 and consequently approxiesignated as an mately in the vertical plane of the center of pressure on said lower wing. Thewing posts, collectlvely speakmg, extend in divergingrelation and in alinement' with the compression struts 29 and 30 to engage with the upper wing at points suitably removed from the ends of the wing. Each wing post comprises a pair of compression struts 36 and 37, hollow throughout. These struts extend contiguously throughout the greater portion of their length but divergeat one end to consequently engage the upper wing 10 at points respectively fore and aft of the center of pressure of said wing. A web 38 connects the diverged struts 36 and 37 and constitutes what I shall hereinafter desig' nate an anti-skid plane. The anti-skid planes are located at opposite sides of the longitudinal axis of the machine and in such relation to the wing 10 as to conjointly function with ailerons 38 to maintain lateral equilibrium during flight. Intermediate its ends, the upper plane 10 is braced to the interior of the fuselage by an inverted V arrangement of struts 39 located respectively fore and aft of the center of pressure of said wing. The forward V arranged struts 39 engage with the engine bed or support.

Since the struts 29, 30, 36 and 37 function to take up the compression strains, and to a certain extent the tension strains, it is es sential that a means he provided to take up the tension strains should the struts for any reason work loose. To attain this end. both planes 10 and 11 are tied from end to end via the landing gear axle 24 through the mediunaof tie wires 40 and 41 which arallel the struts 29, 30, 36 and 37. The tie wires act independently one of the other and extend in the manner stated from the upper wing 10, adjacent the outer ends, thereof, to and through both the lower wing 11 and the landing gear axle 24. A continuity of tying is thus in evidence and both planes are effectually braced in a manner offering a minimum of head resistance or drag. ,The tie wires, as illustrated in Figs. 4 and 10, lie without the struts 29, 30, 36 and 37 and pass through the hollow landing gear axle 24. Both tie wires are inclosed however by fairing 31 and for the compression struts 29 and 30 and the fairing (a duplicate of that just described) utilized to streamline the wing posts 35 or the struts 36' and 37 which constitute the mentioned posts. The cross arranged forward chassis-struts 25 preclude distortion of the landing gear axle 24 since the mentioned struts brace the axle at the terminals thereof or at the points where the greatest strains are imposed thereon. The landing gear axle like the other exposed parts of the machine is streamlined throughout its length.

While any type of fastening means may be utilized to secure the tiewires 40 and 41 to the upper wing 10, I preferably employ a fastening means such as that illustrated in Fig. 5. Said fastening means comprises an interiorly threaded and adjustable eye chain 54 section 42, and a complemental engaging andfastening screw 43, the latter penetrating a fitting 44 (preferably metallic) located and fastened as indicated at 4.) against the upper side of the wing beam of the wing. The tie wire is fastened to the eye-section 42 and drawn taut by adjustment of the screws 43.

To preclude the formation of air pockets at the various joints, the wing panels constituting the lower wing 11 are curved or rounded as indicated at 46 at the points where .the said panels engage with the fuselage or body of the craft or. else the curved section 46 may be built into the side of the fuselage. The several struts, as indicated at 47 are also constructed in rounded form at the points where the several struts engage with the wings.

The empennage of the craft comprises the usual vertical stabilizer 48, horizontal stabilizer 49, rudder 50 and elevator 51, each of which is symmetrically arranged as regards the streamline form and as illustrated to advantage in Figs. 6 and 7 To further decrease the head resistance, the control means for the rudder 50 is located wholly interiorly of the fuselage of the craft as is the control means for the elevator 51. The control means for the elevator 51 comprises a shaft a sprocket a chain 54, a sprocket 55, and an elevator rod 56. By movement of the shaft through any suit able interiorly located control means, motion is imparted to the rod 56 through the sprockets 53 and 55 and the chain 54. The

enetrates or operates within an opening 5? formed in the stern-post 58 of the machine. If desired. the sprocket and the chain 54 may be located at one side of the stern-post 58 to thus obviate the necessity of forming the opening 57 with the resultingweakening effect on the post. The rudder control means not unlike the elevator control means just described, comprises a pulley 59 mounted on the rudder' post 60 over which pulley a suitable flexible control element 61 is operable that the rudder may be moved after the manner required. the use of king posts and other flight resisting elements now common to most niahines.

Even the tail skid. designated 62, is streamlined, and as illustrated in Fig; 6, inclosed in a collapsible covering 63 0f a form in longitudinal cross section obviating the formation of vortices at the rear of the skid. Any suitable means. such as the spring indicated at 64, may be provided to normally maintain the skid extended with respect to the bottom of the tail end of the fuselage.

(oming now to a description of the landing gear wheels 28,- it is observed that the Such an arrangement will avoid ioo the number of exposed bracin mum of resistance and without extending the streamlining fabric or material laterally beyond the opposite faces of the rim. .VVhile I have illustrated the embodiment :of my invention which I consider preferred,

I desire itto be understood that the arrangement-of the struts may be varied as desired without in any way departing from the spirit of the invention as claimed. It

isof the utmost importance, however, that devices be cut to a minimum t at the head resistance or drag may be proportionately reduced. This reduction in the head resistanc'eis positively essential to the reconnoiand'instead direct braces used.

braces denoted 70 engage with the terminals zbf the landing gear axle and with the opposed longitudinals 71 which constitute the tering or scout type of aeroplane which depends solely upon speed for its usefulness.

In the modification illustrated in Fig. 12 thecross-a'rranged axle braces are eliminated The direct engine bed. These braces when referred to lH COIIHBCtIOH with the diagonal wing posts 72 and the intermediate inverted V arranged struts 73 constitute a substantially W,-braeei. 6., a brace of well known structural rigidity.

lVhat I claim is:

1. In an airplane, a fuselage, a landing gear mounted beneath the fuselage, superposed supporting surfaces, and combined strut and wire connections between the supporting surfaces and the landing gear, the arrangement'of the connecting elements being such that asubstantial portion of both the lift load and the landing load of both supporting surfaces is carried directly to the landing gear.

2. In an airplane, a fuselage, a landing gear mounted beneath the fuselage, superposed supporting surfaces, and. combined strut and wire connections between the supporting surfaces and the landing gear, the arrangement of the connecting elements being such that the greater portion of both the lift load and the landing load of both supporting surfaces is carried directly to the landing gear. I 3. In an airplane, a fuselage, a landing gear mounted beneath the fuselage, superposed supporting surfaces, combined strut and wire connections between the uppermost and tying supporting surface and the landing gear lo cated respectively at opposite sides of the fuselage, and fairing for the respective con nections of a construction such that the struts and wires constituting the respective connections are in each instance streamlined as a unit.

'-l. In an airplane, a fuselage, a landing gear mounted beneath the. fuselage, a supporting surface, combined strut and wire connections between the supporting surface and the landing gear located respectively at opposite sides of the fuselage, and fairing for the respective connections of a construction such that the struts and wires constituting the respective connections are in each instance streamlined as a unit.

5.In an airplane, a fuselage, a landing gear mounted beneath the fuselage, superposed supporting surfaces, strut connections between the lowermost sluiporting surface and thelanding gear located respectively at opposite sides of the fuselage, the relation of struts to wings being such that the points of attachment of the struts to the wings lie nearer the wing tips of the lower supporting surface than to the longitudinal vertical plane of the fore and aft axis of the craft, and wing posts continuing the struts beyond the lower supporting surface in substantially angular alinement with them when viewed from either the front or rear, the points of attachment of the wing posts with the upper supporting surface being more distantly removed from the plane of said axis than the points of attachment first mentioned.

6. In an aircraft, superposed supporting surfaces, a fuselage, a landing gear, and a substantially W-brace having the apex of its intermediate legs extended into said fuselag from the landing gear and its outer legs extended diagonally outwardly and upwardly from said landing gear to the upper supporting surface.

7. In an aircraft, superposed supporting surfaces, a landing gear, a motor support mounted within the body of the craft, means bracing the upper supporting surface from beneath directly to said support, means directly bracing the landing-gear from above to said support, and Wing posts spaced out laterally from the mentioned bracing means to interconnect and brace both supporting surfaces diagonally inwardly from the ends of the upper supporting surface to and through the lower supporting surface for connection with said landing gear.

8.. In an aircraft, supporting surfaces of unequal span, and diagonally extending wing posts flared at one end to engage and effectually brace the larger supportingsurface, that portion of each supporting surface extended out beyond said posts being of approximately equal length.

9. In an aircraft, superposed supporting .surfaces, and struts contiguous throughout a portion of their length but diverging toward one end, each strut constituting a wing post interconnecting and bracing said supporting surfaces at an angle.

10. In an airplane, a fuselage, a landing gear comprising devices arranged symmetrically at opposite sides of the fore and aft axis of the craft, superposed supporting surfaces, and a substantially W-brace having its intermediate legs connecting with the fuselage and its outer legs extended outwardly and upwardly from said devices to and through the lower supporting surface for connection with the supporting surface next above.

11. In an airplane, a fuselage, a landing gear mounted beneath the fuselage, superposed supporting surfaces,-a connection between the upper supporting surface and the fuselage, and a combined wing and landing gear truss comprising laterally separated V-braces having their apices founded upon the landing. gear at points equi-distantly spaced laterally from the lol'igittulinal vertical plane of the fore and aft axis of the craft. their inner legs extended into the fuselage. and their outer legs continuing beyond the lower supporting surface for connection with the upper supporting surface at points nearer the wing tips than the plane of said axis.

12. In an aircraft. a supporting surface, a landing gear. and separate compression means and-tension means respcctiretv interbracing and inter-tying said supporting surface aml landing gear.

1 In an airplane. a fuselage, a landing gear mounted beneath the fuselage, superposed supporting surfaces. aml upwardly diverging connection between the landing gear and the upper supporting surface, said connections being carried through the lower supporting surface. at.points nearer its tips; than'the longitudinal vertical plane of the fore and aft. axis of the craft and attached to the upper supporting surface at points even more distantly rei'noved from the plane of said axis.

l-l. In an aircraft, asupporting surface, a landing gear axle, means tying the supporting surface from end to end by way of the landing gearaxle, a body, and means directly b -acing the terminals of the axle to said body. I i

15. In an aircraft, a supporting surface, a landing gear axle, means tying said surface from end to end by way of the landing gear axle. a bodyaand means cross bracing the axle to the interior of said body.

16. In an aircraft, superposed supporting surfaces, a landing gear axle, means tying the upper supporting surface from end to cml by way of the lower supporting surface and said axle. a body, and struts interconnecting the axle and body to function with the tying means in the formation of a truss.

17. In an aircraft, superposed supporting surfaces, diagonal compression struts bracing the respective surfaces to the landing gear axle of the machine, means connecting the struts with said supporting surfaces, and means bracing the terminals of the landinggear axle to the interior of the body of the machine.

18. In an aircraft, superposed supporting surfaces. compression struts interconnecting and bracing the supporting surfaces to the landing gear of the lllilt'lllllt), and common means tying-the supporting surfaces fro end to end by way of the struts and th landing gear.

1). .ln an airplane, superposed supportin surfaces. a wing strut extending from on p to the other of the supporting surfaces, a

brace wire extending from one to the other of the supporting surfaces, the wing strut and the brace wire being contiguous, a connection between one of the supporting surfaces and one end of the brace wire and a separate and independent connection be tween the same supporting surface and the correspomling end of the wing strut.

20. In an airplane. superposed supporting surfaces. a wing trut extending from one to the oth r of the supporting surfaces, said wing strut comprisingupwardly diverging strut sections having a common connection with one supporting surface and separate onnection with another supporting surface.

In testimony whereof I affix my signature.

GLENN I-I. CURTISS. 

